JPH0361116A - Dual-type air conditioner for vehicle - Google Patents

Abstract

PURPOSE:To reduce horsepower expenditure by driving-controlling a capacity control mechanism so as for a compressor to be controlled to the maximum capacity side when the temperature in a cold air passage from an evaporator to a cold box is detected and the detected temperature is below a set value. CONSTITUTION:A dual-type air conditioning device is provided with a com-pressor 3 for compressing refrigerant, a condenser 4 for cooling-liquefy-ing the compressed refrigerant, a receiver-dryer 5 for temporarily storing the liquefied refrigerant, and front seat-and rear seat evaporators 8, 9 connected to each other through refrigerant passages 6, 7. The rear seat evaporator 9 is houded in a case 17 constituting a cold air passage, on the upper part of which a cooler box 20 is integrally formed. ln this case, a temperature sensor 10 for detecting outlet temperature of the evaporator is installed near the bottom part of the cooler box 20. When the tempera-ture sensor 10 detects temperatures below a specified set value, a capacity control mechanism of the compressor 3 is controlled for the compressor to be controlled to the maximum capacity side.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a dual-type air conditioner for vehicles, and in particular,
The present invention relates to a dual-type air conditioner for a vehicle in which the rear seat side can select functions for cooling the inside of the vehicle, cooling a cooler box, and functioning as an independent cooler box as needed.

[Conventional technology]

BACKGROUND ART Conventionally, various dual-type air conditioner systems for vehicles such as automobiles have been put into practical use, in which a cooler box is installed on the rear seat side. However, most of them had a configuration in which a cooler box was placed in the path of cold air sent into the passenger compartment from the air conditioner on the rear seat side. The disadvantage was that it could not perform its functions and could not be used as a cooler box.

Recently, ``in the front and rear seat air conditioners, each equipped with an evaporator, valves that can be opened and closed arbitrarily are installed in the front and rear seat side refrigerant passages, respectively, and the rear seat air conditioner The cold air passage communicates with a cooler box, and the cooler box has a cold air outlet that can be opened and closed into the passenger compartment, a duct that has an opening/closing damper that leads to the trunk room, and a switching damper that selectively communicates with the outside and outside of the passenger compartment. The above drawbacks will be solved by a configuration in which an intake passage is formed, and a temperature sensor disposed in the cooler box is incorporated into at least the opening/closing control device of the opening/closing damper and the temperature controller of the air conditioner. An idea to
No. 2) has been proposed. This fruit was developed in 1988-1388.
The idea described in Publication No. 24 is that even when heating the passenger compartment in the winter, the compressor for the rear air conditioner connected to the cooler box is controlled to operate 1rON-〇FF1, and during this period, the air passes through the inside/outside switching damper.
Outside air is introduced, passes through an evaporator, becomes cold air, cools only the inside of the cool box, and is then discharged into the trunk, which allows the cooler box to be set at a lower temperature without affecting the interior temperature of the vehicle. It is.

[Problem to be solved by the invention]

In the device described in the above-mentioned Japanese Utility Model Publication No. 60-138824, valves that can be opened and closed arbitrarily are provided in the refrigerant passages on the front seat side and the rear seat side, respectively, and the cooler box is provided with valves that can be opened and closed into the passenger compartment. It is true that even in winter, the air conditioner box can be used even in winter because it has a cold air outlet, a duct with an opening/closing damper that leads to the trunk room, and an intake passage that selectively communicates with the outside and inside of the vehicle using a switching damper. Usable. However, air conditioners for rear seats generally have a smaller capacity than those for front seats, and in the case of the above idea,
Depending on the temperature detected by the temperature sensor, the compressor
Since OFFJ control is performed, the compressor tends to be switched on and off frequently, especially in the winter when only the rear evaporator is used. Since the internal temperature fluctuates, this tendency is remarkable, and the passenger feels uncomfortable due to the shock when the compressor is switched to "ON-OFF".

[Purpose of the invention]

An object of the present invention is to improve the disadvantages of the conventional example, and to improve the r
To provide a dual type air conditioner for a vehicle which can reduce the number of N-○FFJ switching operations, further improve the comfort inside the vehicle interior, and reduce horsepower consumption.

[Means to solve the problem]

The present invention includes a compressor for compressing refrigerant, and a front seat evaporator and a rear seat evaporator connected to the compressor via a refrigerant passage. A flow control valve that can be opened and closed at will is installed in each refrigerant passage from the compressor to each evaporator, and the case housing the rear seat evaporator is communicated with the cooler box, and this cooler box can be opened and closed. It has an air outlet for the rear seats. Further, the case is provided with an air intake port that opens into an air passage that selectively communicates with the outside and outside of the vehicle interior. Furthermore, the compressor is equipped with a capacity control mechanism, and a temperature sensor is installed in a part of the cold air passage leading from the evaporator to the cooler box to detect the temperature in the cold air passage. A configuration is adopted in which a control means is provided which controls the compressor to its maximum capacity via a capacity control mechanism when a temperature lower than that temperature is detected. This is a distant relative of the above-mentioned purpose.

[Embodiments of the invention]

Hereinafter, one embodiment of the present invention will be described based on FIGS. 1 to 9.

In this embodiment, as shown in FIG. 8, a front seat air conditioner I is installed in the front part of the front seat 51 on the passenger side of the vehicle 100, and the front seat 51 and the front seat 51 on the driver's side An air conditioner device 2 for the rear seat is installed on the back of the seat 52.

FIG. 1 shows the overall configuration of this embodiment.

In FIG. 1, this air conditioner includes a refrigerant compression compressor 3 driven by an engine (not shown) as a power source and a power transmission means (not shown) such as a belt, and a refrigerant compressed by this compressor 3. A condenser 4 for cooling and liquefying, a receiver dryer 5 for temporarily storing the refrigerant liquefied by the condenser 4 (in order to immediately respond to outside air conditions), and a refrigerant passage 6.7 to the receiver dryer 5, respectively. The evaporator 8 includes a front seat evaporator 8 and a rear seat evaporator 9 that are connected to each other.

Of these, the front seat evaporator 8 and the rear seat evaporator 9 are used to evaporate and vaporize the liquid refrigerant sent from the compressor 3 side. This constitutes the main part of the air conditioner device 2.

That is, the structure is such that the refrigerant passing through each evaporator 8 or 9 removes the heat of vaporization from the air blown to each evaporator 8 or 9, thereby creating cold air. These specific mounting positions are indicated by diagonal lines in FIGS. 8 and 9.

A solenoid valve 11 and an expansion valve 12 each serving as a flow control valve are interposed in the refrigerant passage 6 leading from the receiver dryer 5 to the front seat evaporator 8. The refrigerant passage 6 is formed of a high-pressure refrigerant pipe, and a refrigerant passage 7 is provided that branches from the middle of the refrigerant passage 6 and reaches the rear seat evaporator 9. The refrigerant passage 7 is also formed of a high-pressure refrigerant pipe, and a solenoid valve 13 and an expansion valve 14 each serving as a flow rate control valve are interposed in the intermediate portion thereof. Here, the solenoid valves 11, 13 can be opened and closed as desired, and are connected to a controller (not shown) so as to control the refrigerant supply to the front seat evaporator 8 and the rear seat evaporator no. 9, respectively.

On the other hand, a refrigerant passage 15 returning from the front seat evaporator 9 to the compressor 3 is formed by a low-pressure pipe, and a refrigerant passage 16 branching from the middle of the pipe and returning from the rear seat evaporator 9 to the compressor 3 is provided. ing. This refrigerant passage 16 is also formed of a low pressure pipe.

The rear seat evaporator 9 is actually housed in an intermediate portion of a case 17 forming a cold air passage, as shown in FIG. The upper portion of the case 17 in FIG. 6 is partitioned by a partition plate 18 having a plurality of slits, and a cooler box 20 is integrally formed therein. A temperature sensor 10 for detecting the evaporator outlet temperature is mounted near the bottom of the cooler box 20, that is, above the partition plate 18. Further, on the lid 21 of this cooler box, as shown in FIG. 6, a tubular member 22 in which air outlets 23A and 23B for the rear seats are formed protrudes, and its tip is shown in FIG. 9. It opens towards the face of the rear seat. The side surface of the case 17 in FIG. 6 is provided with upper and lower openings, and a bypass duct 24 that connects these openings. A damper 25 is installed in the upper part of the case 17 so as to be movable up and down at a position where the opening can be closed. This damper 25 has a structure capable of closing the opening on the lower end side of the tubular member 22 described above when it is in the position shown by the solid line in FIG. That is, this damper 25 also serves as a damper for opening and closing the air outlet for the rear seat.

On the other hand, a fan 27 that is driven and rotated by a motor 26 is installed in the lower part of the case 7. Also,
An air intake port 30A that opens into the air passage 30 is provided at the bottom of the bypass duct 24. Furthermore, inside the bypass duct 24, there is a damper 28 for opening and closing the air intake port.
is equipped with the ability to move up and down freely. The air passage 30 is configured to selectively communicate with the interior and exterior of the vehicle by a switching damper (not shown). The damper 25 and the damper 28 described above are opened and closed as necessary by a controller (not shown).

Next, the specific configuration of the compressor 3 and its dynamics will be explained in the second section.
This will be explained based on FIGS. 3 to 3.

The compressor 3 includes a compressor main body 31 and a casing 32 that is open at one end and that airtightly surrounds the compressor main body 31.
and a front head 33 attached to the open end surface of the casing 32.

Among these, the compressor main body 31 is a cylinder 3 having a substantially elliptical inner circumference.
4, and a front side block 35 and a rear side block 36 attached to both sides of the cylinder 34, and a cylinder chamber 37 that is integral with the rotor shaft 38 and has a substantially elliptical cylinder chamber 37 formed thereby. A solid cylindrical rotor 40 is rotatably equipped with five vanes 39 (see FIGS. 4 and 5) mounted around its periphery that can move forward and backward in the radial direction.

Further, a substantially disc-shaped control plate 41 is provided on the inner surface of the front side block 35, and this control plate 41 is fitted and supported on the rotor shaft 38 so as to be rotatable within a predetermined angle.

Bypass holes 42 are provided at the peripheral edge of the control plate 41 so as to be opposed to each other by 180 degrees.
The rotation of the control plate 41 causes the intake port 43 and the bypass hole 44 (
(see Fig. 5). For example, during maximum capacity operation (capacity not controlled),
The bypass hole 42 of the control plate 41 and the suction port 43 of the front side block 35 coincide, and a large amount of refrigerant gas is supplied from the suction chamber 45 to the cylinder chamber 37 through the suction port 43 and the bypass hole 42, and is compressed. The volume of the working chamber reaches its maximum capacity as shown by diagonal lines in FIG.

On the other hand, during minimum capacity operation (maximum capacity control state),
The control plate 41 is rotated by a driving means to be described later, and the bypass hole 42 of the control plate 41 and the bypass hole 44 formed in the front side block 35 are aligned, and the compressed gas in the cylinder chamber 37 flows through these bypass holes 4244 to the suction chamber. 45 side, and as a result, the capacity of the compression chamber becomes the minimum capacity as shown by diagonal lines in FIG.

In this way, the refrigerant gas introduced into the suction chamber 45 from the intake port 46 of the front head 33 passes through the intake port 43 and is introduced into the cylinder chamber 37, and depending on the operating conditions,
The volume of the compression work chamber is controlled as described above, and the compressed high-pressure gas is discharged through the discharge port 47 into the gap between the cylinder 34 and the inner periphery of the casing 32, and is further provided in the rear side block 36. The oil is supplied to the oil separator 49 at the back of the rear side block 36 through the communication hole 48, and is discharged to the outside from the rear space of the casing 32 through the discharge port 29, as shown by the broken line arrow in FIG.

Next, the drive means for the control plate will be explained based on FIG. 3.

The front head 33 has an inner cylindrical opening 5 shown in FIG.
A plunger 52 is slidably installed in the opening 5. The tip 52a of the plunger 52 faces the interior 3 of the suction chamber 45, and a permanent magnet 53 is fixed to the proximal end thereof.

An electromagnet 54 is fixed to the front head 33, and the electromagnet 54 is arranged so that the same pole faces the permanent magnet 53, and the repulsive force between the electromagnet 54 and the permanent magnet 53 causes the plunger to
2 is designed to move forward and backward.

On the other hand, a driving pin 55 is provided upright on the surface of the control plate 41, and this driving pin 55 passes through a cam groove 56 formed in an arc shape in the front side block 35.
Its tip faces the suction chamber 45 side, and this tip is engaged in a retaining portion 57 provided at the tip of the plunger 52. Therefore, plunger 52 and control plate 41
are connected to each other via a drive pin 55. In this embodiment, the driving means 50 is composed of a driving pin 55, a cam groove 56, a plunger 52, a permanent magnet 53, and an electromagnet 54.
The drive means 50 and the control plate 41 constitute a capacity control mechanism for the compressor 3.

4 Here, the electromagnet 54 is configured by winding a coil 59 around the outer periphery of an iron core 58 and covering it with a housing 60 made of an insulating material. One end of a rear seat air conditioner switch 61 is connected to this electromagnet 54, and the other end of this rear seat air conditioner switch 61 is connected to a sensor switch 10a of a temperature sensor 10 for detecting the outlet temperature of the rear seat evaporator 9.
is connected. This sensor switch 10a is configured such that its contact closes when the temperature sensor 10 detects a temperature below a predetermined set temperature 2, for example 10°C. The other end of this sensor switch 10a is the battery 6
Connected to 2. On the wooden side, a control means 70 is constituted by a circuit including the rear seat air conditioner switch 61, the sensor switch 10a, and the battery 62.

That is, when the contacts of the rear seat air conditioner switch 61 are closed and the contacts of the sensor switch 10a are closed, that is, when the rear seat air conditioner 2 is in use, the temperature near the rear seat evaporator 9 is below the set temperature. In this case, a power supply current is applied from the battery 62 to the electromagnet 54, so that the plunger 52 is moved in the direction of arrow A in FIG. 3 due to the repulsive force between the electromagnet 54 and the permanent magnet 53. This movement of the plunger 52 is transmitted to the control plate 41 via the drive pin 55, and the control plate 41 rotates through the maximum angle.

For this reason, the compression chamber is set to a minimum capacity.

According to this embodiment described above, when used exclusively as a cooler box, the cold air from the rear seat evaporator 9 is not discharged from the rear seat air outlets 23A and 23B, but is sucked into the bypass duct 24, circulated, and cooled again. Therefore, the inside of the cooler box 20 can be rapidly cooled.

Also, when using it as a rear seat air conditioner, damper 2
5 and 28 to close both sides of the bypass duct 24, air is sucked in from the air intake port 30A, and the air is sucked into the rear seat air outlet 2.
Cool air is blown out from 3A and 23B towards the rear seat face position.

Since electromagnetic valves 11 and 13 are respectively installed on the upstream side (high pressure side) of the front seat evaporator 8 and the rear seat evaporator 9, the front seat evaporator 8. The rear seat evaporators 9 can be operated independently, or both can be operated simultaneously.

On the other hand, when only the rear seat evaporator 9 is used, compared to the case where both the front and rear seat evaporators 8 and 9 are used,
Since the amount of refrigerant circulation is small, the rear seat evaporator 9
When the outlet temperature of the air conditioner is below the set temperature (for example, 10"C), the compressor 3 can be controlled to its maximum capacity. This is convenient when using a refrigerator, or when a passenger who is sitting in the rear seat wants to cool only the rear seat.

By controlling the maximum capacity of the compressor 3, the frequency of "ON/FFJ" of the compressor 3 can be reduced, the discomfort of passengers due to this can be suppressed, and the power loss of driving the compressor can be reduced. There is an advantage.

〔Effect of the invention〕

As explained above, according to the present invention, due to the action of the temperature sensor, capacity control mechanism, and control means, when only a rear seat evaporator is used and only a small amount of refrigerant circulation is required,
When the temperature sensor detects a temperature below the set temperature, the compressor can be controlled to its maximum capacity, reducing horsepower consumption and reducing compressor rON/O.
FF.

It is possible to provide an unprecedented dual type air conditioner for vehicles that can reduce the frequency of switching, suppress the discomfort of passengers due to this, and improve the comfort inside the vehicle. .

[Brief explanation of drawings]

Figure 1 is an explanatory diagram showing the overall configuration of an embodiment of the present invention, Figure 2 is an explanatory diagram showing the internal configuration of the compressor in Figure 1, and Figure 3 is a control plate of the compressor in Figure 2. FIG. 4 is an explanatory diagram showing the compression chamber when the capacity control of the compressor in FIG. 2 is not performed,
FIG. 5 is an explanatory diagram showing the compression chamber during maximum capacity control of the compressor in FIG. The figure is an explanatory view showing the state seen along the line ``--'''' in FIG. 6, and FIGS. 8 and 9 are explanatory views showing the actual arrangement of the evaporator. 3... Compressor, 6, 7, 15.16...
... Refrigerant passage, 8 ... Evaporator for front seat, 9 ... Evaporator lake for rear seat, 10 ...
・Temperature sensor, 1113... Solenoid valve as flow control valve, 17... Case, 20...
Talabonx, 23A, 23B... Rear seat air outlet 30... Air passage, 30A...
- Air intake port, 41... Control plate forming a capacity control mechanism, 50... Drive means forming a capacity control mechanism, 70... Control means.

Claims (1)

[Claims] (1) Equipped with a compressor for compressing refrigerant, and a front seat evaporator and a rear seat evaporator connected to the compressor via a refrigerant passage, and the refrigerant passage from the compressor to each evaporator can be opened and closed at will. A case housing the rear seat evaporator is connected to a cooler box, and a flow control valve is interposed therein, and the case housing the rear seat evaporator is communicated with the cooler box.
In the dual type air conditioner for a vehicle, the cooler box has a rear seat air outlet that can be opened and closed, and the case is provided with an air intake port that opens to an air passage that selectively communicates with the outside and outside of the vehicle interior. The compressor is equipped with a capacity control mechanism, a temperature sensor is disposed in a part of the cold air passage leading from the evaporator to the cooler box, and the temperature sensor detects the temperature in the cold air passage. A dual type air conditioner for a vehicle, characterized in that a control means is provided for controlling the maximum capacity of the compressor via the capacity control mechanism when a temperature below a set temperature is detected.